Throttle and transmission operating power means for marine craft



c. s. BRAGG 2,234,019

R IQRINE CRAFT March 4, 1941,

THROTTLE AND TRANSMISSION ornanim POWER uams F0 12 sheets-sheet 1 FiledMarch 25, 1938 lNV ENTOR 5 50466 ATTOR Y March 4, 1941. c. s. BRAGG2,234,019

THROTTLE AND TRANSMISSION OPERATING POWER MEANS FOR MARINE CRAFT FiledMarch 25, 1938 12 Sheets-Sheet 2 l AHEAD ASTEIZN INVENTQR (2425-5 55,5240% March 4, 1941. v c. s. BRAGG 2,234,019

THROTTLE AND TRANSMISSION OPERATING POWER MEANS FOR MARINE CRAFT FiledMarch 25, 1958 I 12 Sheets-Sheet 4 jfi? 386 i 594 394 p 372 4 37a [2 346368 3&4

Q I I 520 l 32? 3/2 3/4 3 f\ JJ6 2 F 354. 33? Q C) 330 I 395/ T33INVENTOR 64.465 5 00/16 F1134 BY I 'ATTORN Y March 4, 1941. r c. s.BRAGG 2,234,019

THROTTLEAND TRANSMISSION OPERATING POWER MEANS FOR MARINE CRAFT FiledMarch 25, 1938 12 Sheets-Sheet 5 INVENTOR 614450 5 52,466

A ORNEY March 4, 1941. c. s. BRAGG 2,234,019

1 THROTTLE AND TRANSMISSION OPERATING POWER MARINE CRAFT mums FOR FiledMarch 25. 1958 12 Sheets-Sheet 6 ream- 2. .v.. wwnfi an x m .fi m

INVENTOR 641.20 5 flaraa u 4. I wf CYL.

"C: ATTORN Y C. S. BRAGG March 4, 1941.

THROTTLE AND TRANSMISSION OPERATING POWER MEANS FOR MARINE CRAFT 12sheets sneet 7 Filed March. 25, 1938- INVENTOR [2/4615 5 @2406 ATTGRN YMarch 4, 1941. c. 5 BRAGG 7 2,234,019

THROTTLE AND TRANSMISSION OPERATING POWER MEANS FOR MARINE CRAFT FiledMarch 25, 1958 12 Sheets-Sheets INVENTOR' @4455 5 52/166 ATTORNEY March4, 1941.

c. s. BRAGG THROTTLE AND TRANSMISSION OPERATING POWER MEANS FOR MARINECRAFT 12 Sheets-Sheet 9 .Fi'led March 25, 1938 INVENTO R AT ORNEY March4, 1941. c. s. BR AGG 2,234,019

THROTTLE AND TRANSMISSION OPERATING POWER MEANS FOR IARINB CRAFT FiledMarch 25, 1938 12 Sheets-Sheet 10 INVENTOR 6 144 :0 5 452466 BYE @37TORNEY C. S. BRAGG March 4, 1941.

THROTTLE AND TRANSMISSION OPERATING POWER MEANS FOR MARINE CRAFT FiledMarch 25, 1958 12 Sheets-Sheet 11 INVENTOR 634155 5. 5/3466 AT ORNEY c.s. BRAGG March 4., 1941.

THROTTLE AND TRANSMISSION OPERATING POWER MEANS FOR NARINIJ CRAFT FiledMarch 25, 1938 12 Sheets-Sheet 12 iull-i-E INVENTOR 5. fi/PAGG CALEBATTORNEY a sumcient opening of the throttle or injector to start theengine when the same is dead and the aforementioned pressurediflerential operated motor is deenergized.

Other objects of the invention and desirable details of construction andcombinations of parts will become apparent from the following detaileddescription of certain embodiments of the invention, taken inconjunction with the accompanying drawings illustrating saidembodiments, in which:

Figure 1 is a diagrammatic view, in side elevation, of the principalelements of the fuel in- Jector and the transmission operating powermeans constituting the preferred embodiment of my invention Figure 2 isa view, similar to Figure 1, showing a diagrammatic layout of anotherembodiment of my invention;

Figure 3 is a view disclosing another embodiment of my invention whereincontrols, operative from a single station, are'provided for controllingthe throttle and reverse gear operating power means for twin engines;

Figure 4 is a diagrammatic view, similar in general to Figure 3,disclosing a two-station control for twin engine controlling powermeans;

Figure 5 is a view disclosing the electric hookup of the embodiments ofmy invention disclosed in Figures 1 and 2;

Figure 6 discloses part of the hook-up of Figure 5 with the transmissionestablished in its reverse or astern position;

Figures 7 and 8 disclose, in side elevation, modified forms of masterselector switches similar in function to the pedestal mounted masterselector switches disclosed in Figures 1 and 2;

Figure 9 is a view, similar to Figure 5, with the master selector switchof Figure 7 substituted for that disclosed in Figure 5;

Figure 10 is a wiring diagram of the selector switch disclosed in Figure8;

Figure 11 is a sectional view disclosing, in de tall, the transmissionoperating motor of Figures 1 and 2;

Figure 1215 a sectional view disclosing, in detail, one of the solenoidoperated three-way valves of the motor disclosed in Figure 11;

Figure 13 is a sectional view disclosing, in detall, the pedestalmounted throttle and transmission controlling selector switch of Figure1;

Figures 14 and 15 are sectional views of the throttle controlling switchof Figure 13, taken respectively on the lines l4--l4 and 15-15 there-Figures 16 and 17 are sectional views of the transmission operatingcontrol switch of Figure 13, taken respectively on the lines ii-I6 andII-I'l thereof;

Figure 18 is a view, similar to Figure 13, disclosing a pedestal mountedmaster selector switch mechanism for controlling two reverse geartransmissions;

Figures 19 and 20 disclose, in section, modified forms of pedestalmounted throttle and transmission controlling master selector switches;

Figure 21 is a view, partly in section, disclosing, in detail, thepressure differential operated motor for operating the governorcontrolled throttle or fuel injector of the engine;

Figure 22 is a top plan view of the power actuator mechanism of Figure21;

Figures 23 to 25 are views disclosing, together with Figure 21, thesuccessive positions of the mechanism during the operation thereof.

Figure 26 is a sectional view disclosing in de tall the so-calledneutral switch mounted on the transmission operating motor.

As disclosed in Figure 1, elements of the power plant and my inventioncooperating therewith include an engine Ill and a reverse gear ortransmission I2 operably connected to a propeller shaft, not shown. To amanually and power operated shift lever there is operatively connected,by means of a connecting rod IS, an electro-pneumatically controlleddouble-acting pressure differential type of motor II. There is alsodisclosed a fuel injector controlling governor 20 arranged to beoperated by a power mechanism including an actuator 22.

Both of the aforementioned power means for operating the transmissionand the injector are controlled by a manually operated selectormechanism 24, preferably mounted on the bridge of the craft adjacent thesteering wheel and remaining controls. As disclosed in detail in Figures13 to 17, inclusive, the mechanism 24 in cludes a master selector switch26 for controlling the transmission operating motor I8 and also includesa valve mechanism 28 for controlling the operation of the injectoroperating motor 22. Both the switch and valve mechanisms are incasedwithin a pedestal, indicated by the reference numeral 30.

The electro-pneumatic reverse gear operating power means constitutingone of the principal features of my invention is diagrammaticallydisclosed in Figures 5 and 6, wherein the gear mech anism is arranged tobe operated by the lever H, the latter being operably connected by thelink It to a piston 32 reciprocable within a doubleended cylinder 34.The cylinder and piston together constitute the aforementioned motor ll.End compartments" and II of the cylinder are adapted, as will be morefully described hereinafter, to be alternately connected to a source ofvacuum, preferably tank 4|, and to the atmosphere by means of poweroperated three-way valves 42 and 44. The tank is preferably evacuated bymeans of an engine driven vacuum pump 46. The motor I! is intermittentlyenergized to selectively position the reverse gear mechanism in any oneof its ahead, neutral or astern positions, as indicated by the severalpositions of the lever 48 in Figures 5, 6 and 9. The valves 42 and 44are preferably solenoid operated, wiring harness 50, Figure 1,interconnecting the solenoids, the aforementioned selector switch 2!, aso-cailed junction box 52 and a battery 54. Solenoid operated valve 44is disclosed in detail in Figure 12.

There is disclosed in Figure 11 the details of the motor l8 of thetransmission operating power mechanism and in Figure 12 the details ofeach of the aforementioned three-way valves and the solenoids foroperating the same. As shown in Figure 12, the valve mechanism andoperating means therefor comprise a casing 56 to which is secured thesolenoid 51. To the armature 58 of the solenoid is secured the three-wayvalve member 59 adapted to seat at ill and 62 to alternately connect themotor unit with the vacuum or the atmosphere. The valve 44, Figure 11,and the operating means therefor are duplicates of the valve 42 and itsoperating means. Briefly describing the pneumatic connections, conduitsi4, 66 and 68 serve to interconnect the vacuum pump 46, vacuum tank 40and motor l8.

Describing the electrical hook-up, Figure 5, solenoid 69 is connected,by wiring II, with a contact" of the selector switch 26; solenoid 51,for operating the valve 44, is connected, by wiring I0, with contact I8of the selector switch; and a contact 00 of the switch is connected, byhot wire 82, to the battery 54, an ignition switch, not shown, and acut-out switch 04 being interposed in series in his connection. Aneutral contact 80 of the switch 26 is connected, by wiring 88, to acontact 00 of a so-called neutral switch mechanism 92, Figure 11, onecontact 04 of the latter being connected, by wiring 96, to the wiring I6and another contact 98 of the neutral switch being connected, by wiringI00, to the wiring 10.

Figures 11 and 12 disclose the details of the motor unit I0 and neutralswitch 02, the latter comprising a casing I02 mounted upon the cylinder34 and housing the aforementioned contacts 90, 94 and 90, which arepivotally secured to a plate I06, the latter being adjustable by meansof a screw I08 threadedly mounted in a' bracket H0 secured ,to the plateI05.

The contacts are biased by springs I I2 and I I4 into engagement withthe contact 00 but are normally held spaced from said contact by an endportion IIB of the lever pivoted at I20 within the cylinder 34. Thelever is preferably biased, by a spring I22, into engagement with thepiston 32: accordingly, the lever 40 follows the piston 32 as it movesto the left. The plate I00, to which the contacts 00, 04 and 08 aresecured,

is adjustable by the bolt I08 with respect to the lever 48 in order todetermine the neutral position of the piston 32. This adjustment is madenecessary in view of the various neutral positions of the lever I4,Figure 1, on different transmissions. I Describing now in brief theoperation of the previously described mechanism and incidentally thedetails of the master selector switch 26, said switch is placed in itsneutral or stop position, Figure 5, whereupon the starter and ignitionswitches are operated to start the engine. The electro-pneumatic powermeans may now be operated, as disclosed in Figures 5 and 9, to place thetransmission or so-called reverse gear in its ahead position. Theselector switch 20 is accordingly placed in its ahead position toenergize the sole-, hold 51 or three-way valve 44. In moving to thisposition, pins I24, Figure 1'1, extending from a rotatable cap memberI20 contact indentations I28 in aninsulator I30. A spring I22, Figure13, serves to secure the insulator I20 to a conductor plate member I34housed within the insulator. Upon rotation of the cap member I 26 bymeans of a handle I21, the insulator and plate are moved as. a unit toplace a projection I35 on the plate in contact with the contact II. Thearmature 51 is accordingly moved upwardly, Figure 12, to seat,

' the valve 59 upon its seat 60, closing oi! the oommunication betweenthe motor compartment 30 and the atmosphere via valve ports I30 and in-I 'terconnecting the tank 40 with said compartment via conduit 80. Thecompartment 30 of the mo- 7 tor, of course, remains in communicationwith the atmosphere. and under the load of the atmosphere the piston 32is moved to the right, Figure '9, to its ahead position.

In suchposition the transmission is established to rotate the propellershaft and move the boat forwardly. According to an important feature ofthe transmission will be obvious from the afore- As disclosed in Figures13 and 17, a return" spring I42, interposed between aplate I44 and thecap I26. serves to automatically return the plate to the run" position,when the operator releases the lever I 21 of the selector. As is madeclearer from an inspection of Figure 5, the two run positions disclosedbreak the circuits to both solenoids 51 and I43; therefore, should sucha return spring I42 be used, it would be unnecessary to provide theaforementioned cut-oi! switches I40 and I 4I. Nevertheless, to insure abreakingof the circuits and make the control fool proof, both the returnsprings and the cut- 1 oil switches are preferred. One or the other ofthe switches I40 and I might fail to function, in which event the springI42 would aid in insuring a breaking of the circuits. Should a socallednon-holding type of reverse gear be used, then both the cut-off switchesand the return springs should be dispensed with, inasmuch as it would benecessary to maintain a constant loadi-ng on the reverse gear. I

With a movement of the piston 32 to the right, as just 'desc'ribed, thelever 48 is rotated counterclockwise, permitting contact 08 to move intocontact with contact 00, under the action of spring II2. Thus with theestablishment or the ahead position of the transmission, means areautomatically brought into operation, by power, to in part establish acircuit between the battery and solenoid 69. Should the operator nowdesire to neutralize the transmission, he needs but to move the selectorswitch to its neutral position, thus completing the circuit to energizethe solenoid 60. The valve 42 is thus operated to again energize themotor I 0 to move the piston 32 and permit a move ment of the lever II8back to its neutral position. As disclosed in Figures 5 and 6, theoperation of the mechanism to establish the astern position of mentioneddescription, together with a disclosure of the drawings.

trio current is only usedwhen the gears are being changed- The pistonand connected parts are their own centers.

There is disclosed in Figures 7 and'9 a selector switch. of the.push-button typ which may be used in-lieu oi the pedestal mounted switch20 disclosed in Figures 5 and 13. Push-buttons I40, I00 and,Ii2-, Figure,7, control contacts I54, I40 and I50, Figure 9, .to select any one oithe ahead, stop, or astern operations of the transmission operatingpower, means. When depressed,- the ahead and astern mish-buttons-willeilfect an engagement oi their respective clutches for the correspondingrotation of the propeller shaft. When depressed, the stop pushbutton IIIwill disengage either clutch it engaged. The push-button switches, whiledepressed, make or complete the circuit to energize one solenoid,and-the in stant they are released break the circuit to deenergize thatsolenoid. Depression of the button firmly ior one or two seconds effectsa complete I engagement or disengagement of the clutch.

The pedestal type of control switch 2a, with the return spring 542 andthe cut-out switches- H0 and I omitted, is, of course, preferable to thepush-button type of switch in operating reverse gears offthe constantpressure type.

As disclosed in Figures 8 and 10, a so-called lever handle selectorswitch may be employed in lieu of the bridge mounted selector switch 26.Describing the construction and operation of this type of switch,movement of a three-armed lever member I59 clockwise or counterclockwisealternately closes contacts I59 or 158" to establish the transmission inits ahead and astern positions. As clearly disclosed in Figure 10, thestop position breaks both contacts. The lever member is pivotallymounted on the manually and power operated lever III: therefore, itfollows that the neutral switch 82 may be dispensed with, in thisinstallation the power means functioning as an assistor or so-calledbooster to aid the operator in manually moving the lever to operate thetransmission.

Referring now to one of the most important features of my invention,there are disclosed in Figures 13 to 15 and 21 power means, preferablyof the pressure differential operated type, for operating either thethrottle of an internal-combustion engine using gasoline for fuel or theinjector of a Diesel engine. The governor used in conjunction with thethrottle or injector, particularly the latter, exerts an appreciablereactive force, increasing with engine speeds, tending to close the fuelinjector. This force has to be continuously counteracted when the engineis running, making necessary in the conventional construction a ratchetor locking type lever for operating the governor operating arm, andincidentally the injector operating arm. This lever must be locked ineach position before the handle can be released by the operator and, inorder to permit the governor to function while its operating lever islooked, a spring is incorporated in the connection between the governoroperating arm and the lever.-

The power operated injector operating mechanism of my inventionsupplants such a manually operated control and provides a positivemeans, responsive to finger-tip pressure and. conveniently positioned onthe craft, for example, on the bridge, for controlling the fly-weighttype of engine driven governor used to operate the fuel injector or thethrottle. With the instant invention, no direct mechanical coupling isnecessary between the manually operated control or throttle handles onthe bridge and the engine.

Describing now the construction of the aforementioned power means, theprincipal elements of the same include the aforementioned selector valvemechanism 20, mounted within the pedestal 80 in abutting relation to theswitch 26, the valve mechanism serving to control the operation of thepressure differential operated motor 22, a power element or piston I6801' the motor being operatively connected by a rod I80 with a governoroperating arm I62. Referring to Figures 13, 14 and 15, disclosing thedetails of the control valve mechanism, a valve housing I64 is attachedbeneath the body of the pedestal 30. The valve mechanism furtherincludes a control handle I66 extending from a rotatably mounted cap I68to operate a piston valve I18 by means of a cam I12 operativelyconnected to a pin I14, a push rod I18, and compression spring I18. Thevalve I10 is also operated by a compression spring I80 and a diaphragmI82, the lower face of the latter being exposed in chamber I84 toatmospheric pressure, while the upper face is subjected in chamber I86,through passage I88 in piston valve I10, to the degree of vacuumexisting in the vacuum cylinder, thereby causing the diaphragm to exertan upward force. The piston valve, when in the raised position, willconnect, via. conduit I00, valve port I91 and recessed portion I88 ofthe valve I10, the vacuum port I82 of a cylinder 194 of the motor 22with an atmospheric port I06 in the valve mechanism. In this position ofthe valve the motor 22 will be deenergized.

When the control handle I66 is moved toward the position indicated inFigure 13 as the "open" position, cam I12 depresses push rod "8, springI18 and valve I10, thereby connecting a suction port I58 of the valvewith the port I82 of the motor 22 to produce or increase the degree ofvacuum within a motor chamber 200. The port I88 is connected with aconduit 202, which is preferably tapped into conduit 56 at a portintermediate the tank 40 and the transmission operating motor I8. As thedegree of vacuum increases, the diaphragm 182, exerting a greater force,moves the valve I10 upward, compressing the spring I18 to close thesuction port I98 and so maintain a degree of vacuum within the cylinderand chamber 200, which just counterbalances the degree of compression ofspring I18. This operation, which is known as a valve lapping operation,is repeated each time the handle is moved toward the "open" positionuntil the handle arrives at such position, in which position the springI18 is fully compressed and has provided the maximum degree of vacuumpermitted by the strength of this spring. It will be noted that witheach lapping ope tion of the valve, as the same is moved toward its openposition, the force necessary to move the handle I66, that is to againcrack the valve, is progressively increased. In other words, the forcenecessary to open the valve is in direct proportion to the degree ofsuch opening. This operation is known in the art; as a valve feel, theoperator being apprised of the degree of opening of the valve by theeffort necessary to operate the same.

When the control handle IE6 is moved toward the idle" position, Figure13, from the abovedescribed open position, the cam I 12 permits thediaphragm I82 and spring III to raise the valve I10 and push rod I16,thereby connecting the atmosphere with port I92 of the vacuum cylinderand also with chamber I 86. As the degree of vacuum in chamber I86decreases, the diaphragm, exerting less force, permits the spring. I18to expand to move the valve I10 downwardly to close the atmospheric portI86 to again lap the valve and maintain a degree of vacuum in chamberI86 which counterbalances the degree of compression of spring I18. Thisoperation continues each time the handle is moved toward the idleposition, in which position the spring I18 has expanded to the extentpermitted by the cam, and thereafter maintains a fixed degree of vacuumwithin the motor cylinder I94 at idle position. The control handle maybe then moved to its off position to again reduce the degree of vacuumwithin the cylinder I84.

When the control handleis moved from either the idle" or off positionsto the "start position, the cam I12 permits the diaphragm I82 and thespring I80 to raise the valve I10, as the spring I 18 reaches its fullyextended position, to open the atmospheric port I96 and connect thechambers 200 and I86 with the atmosphere. At this position of thecontrol handle the motor is permanently vented to the atmosphere.

With the above-described control valve, any degree of vacuum required togive the desired engine speed will be maintained within the chambers I88and 200, regardless of inherent leaks or ofany movement of the governorarm I62 and piston I63. The diaphragm I82 will automatically movedownwardlytto open the suction port I98 if the degree of vacuum withinthe chambers I86 and 200 decreases, and will auto matically moveupwardly to open the atmospheric port I96 ii the degree of vacuumincreases.

Describing now the motor 22 and its connection with the governoroperating arm I62, disclosed in'Figures 22 to 25, inclusive, the pistonI83 within the cylinder I96 is of sumcient size to hold the fuelinjector open against the reactive force of the governor weightsthroughout a pre determined range of R. P. M.s for the engine. Asdisclosed in Figures 1 and 22 and following the conventionalconstruction, a fuel injector operating-arm 203 connected with thegovernor operating arm M2 is, by means of the governor 20, forced towarda closed position by a loading in direct proportion to the speed of theengine. As disclosed in Figure 21, the piston N3 is moved toward theclosed end of the cylinder by suction and toward the open end, that isto the right,

by a return spring 20E. The piston rod I60 is provided with an.adjustable nut 206 to engage an idling spring 208, describedhereinafter. A governor shaft 2I0 is provided with three arms:

an integral arm, not shown, which is engaged by the governor weightswhen raised by centrifugal force; the fuel injector operating arm 203;and the governor operatingarm M2, to which is piv otally connected apick-up lever 2I2. The lever 2 I 2 is positioned to engage one or moreof adjustable stops 2, 2I6 and m. The extent of opening of the fuelinjector operating arm 203 is determined by the position of the governoroperating arm I62, which is acted upon by three forces: the so-calledidling spring 208; pressure diflerential operated piston I63of the motor22; the piston return spring 204 and the governor weights whenrevolving. v

Describing now the operation of the injector operating power means, inthe "start" position of the control handle I66, with the engine stoppedand no vacuum in the. motor 22 or available in the tank 40, the spring.208 aided by the spring 204 will move the piston rod I80 and the pick-uplever M2 to the right to engage the stop 2I8, and thereby move thegovernor arm I62 to the left to open the injector to the extentdetermined by the adjustable stop 2, as disclosed in Figure 21. When theengine starts, the governor weights will revolve and exert a force,increasing with engine speed, tending to'move the arm I82 to the right,to close the injector. As disclosed in Figure 23, the forces of thegovernor weights and of springs 208 and 204 will immediatelycounterbalance each other upon fulcrum point 2I8 and provide an injectoropening fora slow speed of the engine.

When the control handle is moved into the operating rangeybetween "idle"and open. the chamber 200 will be evacuated to cause the piston I63 toexert a force, overcomingthe force of springs 2&8 and 204, to movethepickup lever 2I2 to the left, Figure 24, to engage stop 2I8', andthereafter directly control the movements of the governor arm i62,suhieot to the reactive iorces of the governor weights.

The reactive three or the governor weights increases with the speed ofthe engine, while the .three of the piston its reflecting the degree ofvacuum Within the motor increases with move ment of the control handletoward the open position. Therefore, governor arm I62 will be moved tothe left to open the injector when the force of the piston is raisedabove the force of the governor weights, and governor arm I62 will bemoved to the right to close the injector when the iorce of the piston islowered or becomes less than the force of the governor weights. Thegovernor arm will remain stationary only when the forces of the pistonand governor weights counterbalance each-other. The governor arm isaccordingly not held fixed but allowed to move when necessary to keepthe automatic control of the engine revolutions, should, for example,the propeller come out of the water, the engine shaft break, or the loadsuddenly change for any reason.

' When the control handle is in the idle position, providing a fixeddegree of vacuum in the chamber 200, the idling spring'208 maybeadjusted by the nut 206 to increase or decrease the force exerted by thepiston, and so permit the governor arm I62 to be positioned for thedesired idling speed of the engine.

As disclosed in Figure 25, when the control handle is in the o position,the degree of vacuum is reduced until the force of the piston justcounterbalances the combined forces of springs inland 204, at which timethe reactive force of the governor weights will close the injector andstop the engine. In the start position, the motor is vented to theatmosphere; therefore, as with the off position, the injector is in thisposition moved to stop the engine.

Elaborating on the use of the injector control,

the pedestal mounted handle I86 may be moved After a depression of aspring operated button 224 at the end of the handle I 56 to clear thestop, the handle may bemoved to the 0135" or start positions to stop theengine.

Before starting the engine, the handle m is preferably moved to the"start position and, after the engine starts, the handle is left infstartfl position for a few moments to produce vacuum within the tank'40 or for a few minutes to warm up the engine. The handle is then movedquickly from "start through "oil" to or slightly beyond the "idleposition and thenreturned slowlyto idle" for idling R. P. M.s of theengine. The R..P. M's of the engine will increase as the handle is movedfrom idle toward "open" position and will be maximum when the handlearrives at the "open" position, provided the reverse gear transmissionis engaged. When the transmission is disengaged and the engine isrunning ffeely, the maximum R. P. M.s will be reached when the handle ismoved a relatively short distance from idle. To stop the engine, thebutton 224 at the end of the handle is depressed and the handle moved tothe "off" position and left in said position until the engine stops.

' There lsthus provided an injector controlling power means, includingthe springs 288 and 20d and the remotely controlled motor 22, for hisuring the desired opening or the governor conin fluid transmittingconnection with motor con trol means by means of a conduit 346, saidmeans including two solenoid operated three-way valves 343 and 344. Thevalve operating solenoids are remotely controlled by a selector switch346, mounted upon a pedestal 246: the latter also houses actuatormechanism 366 of hydraulic power means for operating the throttle 263 ofthe internal-combustion engine 364. The throttle operating hydraulicactuator mechanism, including a double-acting actuator 366 mounted inthe pedestal 246 together with the remainder of the force. transmittingfluidlink mechanism including conduits 366 and 266 connected to adoubleacting actuator 366, is not of itself claimed herein.

There is disclosed in Figure 3 power means for operating the throttleand reverse gear mechanism of a twin engine power plant, said meansbeing controlled from a single station. In this embodiment of myinvention, control pedestals 366 and 362, conveniently mounted adjacenta steering wheel, not shown, each houses part of hydraulic actuatormechanisms, including master cylinders or -actuators 366 and 366, foroperating the throttles, not shown. The pedestals also house reversegear controlling selector switches operated by handles 316 and 213. Theactuators '366 and 366 are placed in fluid transmitting connection withthe remainder of the hydraulic actuator mechanism by conduits 214, 216,216 and 366. The two reverse gear mechanisms or change-speedtransmissions, not shown, are operated by motors 332 and 364, each beingof the same construction as the motor 336 disclosed in Figure 2.

Similar-to the control mechanism of the power means disclosed in Figure2, a vacuum tank 366, connected to intake manifolds 366 and 366 byconduits 333 and 334, constitutes a source of power to energize themotors 363 and 264. Duplicating the control means of the motor 336,Figure 2, the motors 363 and 264 are provided with control means mountedon the motors, said means each including two three-way valves forcontrolling the two end compartments of each of the motors. The valvesare connected to the tank 366 by conduits 366 and 366 and are operatedby solenoids, said solenoids being controlled by the aforementionedselector switches and connected thereto by wiring harness 366 and 36!.Batteries 364 and 366, wired to the solenoids by harness 366 and 316,constitute the source of power for energizing the solenoids.

There is disclosed in Figure 4 a two-station control for a twin enginethrottle and transmission operating power means. Double-acting actuators3|! and 3 are operatively connected to the reverse gear units, notshown, of power plants 3l6 and 316. Valve units 326 and 332, similar tothe transmission actuator valve mechanism disclosed in Figure 1, in partcontrol the operation of the actuators M2 and 3 respectively. Enginedriven vacuum pumps 334 and 326 are connected respectively with vacuumtanks 326 and 336 by conduits 332 and 334, the tanks being connected tothe valve units 326 and 322 by conduits 336 and 336, similar to theconstruction disclosed in Figure 1. As with the mechanism disclosed inFigures 1, l1 and 12, the valve units are electrically controlled bysolenoids, the latter being controlled by selector switches 346 and 342,connected by wiring 344 and 346 to the solenoids. Preferably connectedin parallel with control switches 346 and 342 are selector switches 346and 366 for controlling the transmission operating power means. Theabovementioned four switches are preferably mounted in pedestals 362,364, 366 and 366.

Describing now the throttle operating power means disclosed in Figure 4,pressure differential operated actuators 366 and 363, similar to theactuator disclosed in Figure 21, are operatively connected to the enginethrottle or injectors, if the engines are of the Diesel type. Theactuators 366 and 362 are placed in fluid transmitting connection withthe tanks 326 and 336 by conduits, as clearly disclosed in Figure 4, andcontrol valves 364 and 366 of the type disclosed in Figure 13 areincorporated in said conduits. The valves 364 and 366 are mounted,together with the switches 346 and 343, in the pedestals 362 and 364,and, as clearly disclosed in Figure 4, valves 366 and 316, mounted inpedestals 366 and 366, are connected to conduit systems including theconduits 312 and 314, supplementing the valves 364 and 366 incontrolling the operation of the throttle operating actuators 366 and362.

One feature of my invention lies in the means for rendering theabove-described throttle and transmission operating power meansinoperative. To this end there are provided shafts 316 and 316,rotatably mounted in the supports 366 and 362 for the aforementionedpedestals. The shafts are preferably manually operated by handles 364and 366, said shafts, when rotated, serving to operate cut-out switches363 and 366 and cut-out valves 363 and 364. It will be noted that, withthe mechanism disclosed, all of the throttle and transmission operatingpower means at one station may be cut out of operation with a singleturn of either of the handles 364 or 366.

Another feature of my invention lies in the inclusion of a conduit 366interconnecting the tanks 336 and 336' to insure a source of vacuum tooperate at all times the injectors and transmissions of both engines.Avalve 361 interposed in the conduit 366 serves to regulate the degreeof vacuum within the tanks.

There are disclosed in Figures l8, l9 and 20 other embodiments ofpedestal mounted controls for the throttle and transmission operatingpower means of my invention. The pedestal 366 of Figure 18 housesselector switches 466 and"! of the same construction as the switch 26disclosed in Figure 13. These switches, mounted back to back as theyare, provide a compact control for the electro-pneumatic reverse gearoperators of the twin engines disclosed in Figures 3 and 4.

Figure 19 is a sectional view disclosing, in detall, the pedestalmounted throttle and transmission control mechanism of Figure 2. Thiscontrol includes a master selector switch 464 for controlling thetransmission operating motor and a hydraulic actuator or selector 466for, in part,

operating the throttle or injector: both controls I are mounted upon apedestal 466. There is disprinciples involved are susceptible ofnumerous other applications that will readily occur to persons skilledin the art. The invention is, therefore, to be limited only as indicatedby the scope of the appended claims.

I claim:

1. Power means for operating the transmission of marine craft comprisinga double-ended pressure differential operated motor operably con--nected with the transmission, a plurality of valves for controlling saidmotor to eflect any one of an ahead, astern or neutralizing operationsof said transmission, and power means for operating said valve means,said valve operating power means comprising a solenoid for operatingeach of said valves, a power operated switch mounted in each end of themotor for in part controlling the operation of said solenoids, amanually operated selector switch for controlling the operation of saidsolenoids, a neutral switch mounted on the motor and operative to makepossible an operation of said solenoids to effect a neutralizingoperation of the transmission, and means for actuating said switchescomprising two levers, one mounted in each end of the motor andcontactible by the power element of the motor, when said element reachesthe end of its stroke, to rotate one or ,the other of the levers tobreak the circuits to the solenoids.

2. Power means for operating the transmission of marine craft comprisinga pressure differential operated motor operably connected with thetransmission, switch operating means mounted in each end of said motorand actuated by the power element thereof, valve means for controllingthe operation of said motor, and power means for operating said valvemeans comprising a manually operable selector switch mechanismconveniently mounted to be accessible to the pilot, said switchmechanism comprising a switch for eifecting a forward or anaheadoperation of the transmission, another-switch for effecting an asternoperation-and a switch for effecting a neutralizing operation of thetransmission, said power means for operating the valve means furthercomprising power operated cut-off switches actuated by theaforementioned switch operating means, one of said switches beingmounted in each end of the motor.

' CALEBS. BRAGG.

